Railway switch-mate



(No Model.) I Y B. B. ENTWIS RAILWAY SWITCH M No. 576,564. Patented Feb-9, 1897.

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TTORNEY/ UNITED STATES ATENT rFicE.

EDWARD B. ENTWISLE, OF JOHNSTOWN, PENNSYLVANIA, ASSIGNOR TO THE JOHNSON COIWIPANY, OF LORAIN, OHIO.

RAILWAY SWITCH-MATE.

SPECIFICATION forming part of Letters Patent No. 576,564, dated February 9, 1897. Application filed November 5, 1896. Serial No. 611,123. (No model.)

"0 all whom it may cancer/1,:

Be it known that I, EDWARD B. ENTwisLE, of .Iohnstown, in the county of Cambria, State of Pennsylvania, have invented certain new and useful Improvements in Railway Switch- Mates,of which the following; is a specification.

My invention relates to railway switchmates; and has for its object the provision of a light, durable, and efficient structure having a combined guard and floor-plate member, preferably of rolled steel, to protect the point of the rail from wear and to act as a safeguard against derailment.

Referring to the drawings, Figure 1 represents a plan view of a switch-mate embodying the features of my invention. Figs. 2 and 3 are vertical sections, respectively, on the lines Y Y and X X of Fig. 1.

A is the continuous main-line rail of the mate. B is the curved branch-off rail, with its head tapered in the usual manner, so as to make a point-rail.

O is an ordinary guard-rail section adapted to be secured to the side of a T-rail. D is a combined guard and floor-plate section, also adapted to be secured to the side of a T-rail.

E is a chock, of cast-iron or other suitable material.

10 is a washer, and I) 12 11 are bolts or rivets securing together the different parts of the structure.

5 is thefloor-line of D, and tis a line on the level of the groove-line of guard C.

The flange of rail B,adjacent to A, is tapered to fit against the points of the inside flange of rail A. Bet-ween rails A and B is secured the chock E, which fits the contours of both rails, so effecting a more rigid structure. From the point of rail B, E extends logitudinally toward the entrance of the mate and is tapered on its side, so as to afford a bearing for the floor-plate section. SectionD extends longitudinally from substantially the point on rail A where the gage-lines of the rails diverge to a point 011 rail 13 close to the point where its head begins to taper. It is curved substantially similarly to the curve of rail B and is planed, as shown, so as to bear against the point of B and so as to fit against the side of chock E.

As the curve of D forbids a bearing against the web of the main-line rail the washer to and the tapered extension of E are adapted to effect this end.

The bolt 1), passing through A, w, and D, and the bolts 1) b passing through A, E, B, and D, fasten the whole structure rigidly together.

At each end of D the floor-line is tapered, as shown, from the level .9 to the level i. I here show the chock E tapered at one end in a similar manner. Instead of this construction, however, I may make a narrow groove through both D and E, said groove being parallel and closely contiguous to rail A.

Any ordinary guard-rail section 0, curved to fit B, is secured thereto, so as to abut the end of the D section.

If the switch (not here shown) used in conjunction with my improved mate is set for the branch-01f track, the wheel-flanges on the mate side of an approaching vehicle will rise 011 the tapered end of D, and the wheels will not bear on the head of the rail. Instead the wheel-flanges will travel on the line 8 of the floor-plate section until they reach the full head of rail 13, when the wheels will return to their normal position by descending on the tapered end of I).

If the switch be set for the straight track, the wheel-flanges will (using the construction shown in the drawings) rise on the tapered ends of D, travel on D and E, and at the tapered end of E descend again to their normal positions. If the hereinbefore-described narrow groove has been planed out of the top of the D and E sections, the wheels will retain their normal bearing on A while traveling through the mate on the straight track.

It will thus be seen that in my improved mate there is no wear upon the top of the point-rail, all the wear being taken by the hard floor-plate section. Neitheris there any danger of derailment due to slight irregularities in the shape or position of the car-wheels.

I do not limit myself to the exact details herein described,as modifications mayreadily be made in the arrangement of parts and other details witho ut departing from the scope of my invention. On the otherhand, I do not claim, broadly, a switch-1nate in which a floorplate and guard are provided, for such a mate I am aware has no noYelty.

hat I do claim, and desire to protect by Letters Patent, is-

1. In a railway switch-mate, a member, as 1), having a guard and having a floor upon which the wheel-flanges of the moving vehicle are enabled to roll.

52. In a railway switch-mate, a renewable rolled section having aguard portion adapted to guide the wheels of the moving Vehicle,

and a floor upon which the wheel-flanges of said Vehicle are enabled to roll.

3. In a railway switch-mate, in combina- EDWARD J ENTWISLE.

\Vitnesses:

RoBT. PHILLIPS, J12, IT. W. SMITH. 

